Sprint Cup director John Darby said NASCAR was assembling a table of data that would be shared with teams after each race now that carburetors have been replaced this season with computer-controlled modules that maximize horsepower with the least amount of fuel. NASCAR downloads the information from the electronic control units of the top five finishers' cars.

Darby said NASCAR was determining which data to release but indicated it mostly would be related to the "mapping" used by teams to regulate fuel flow more efficiently — and not the throttle traces that many drivers worried would reveal their secrets to acceleration.

"We'll figure out what we'll distribute; it's not up for debate or suggestions," Darby said. "But it's not about what a guy is doing with his throttle on a restart. The purpose of it is to help educate the entire garage on what's good for fuel strategies and what's not."

It's also about helping NASCAR police the new system, which is a significant leap for a sport that severely has limited the space-age technology that has overrun other racing series. Though the module has been built with multiple firewalls to prevent tampering, NASCAR still wants to enlist teams' help in watching for any suspicious patterns.

Many drivers, though, said Friday while preparing for Sunday's Food City 500 that they'd prefer NASCAR share no information because it circumvents the concept of trying to gain an advantage.

"It would benefit to be able to see that, but I think it is a slippery slope," Dale Earnhardt Jr. said. "Fuel injection brings in data that we've never been able to see before. I think we should ease into how we use that data, and how NASCAR allows us to use that data kind of slowly not to upset the culture of the sport, or how things have worked in the past. I think if we take this new door that has been opened to us and abuse it; it might not be good for the sport. I think it's better for competition for everybody to have a few secrets."

EFI has made for fewer secrets among teammates and affiliated teams. Because they can download information from their ECUs every time a driver pulls off the track, teams now can glean reams of information — related to throttle usage, RPMs, fuel mileage, fuel consumption and braking — and compare drivers' performance, sometimes across teams that have affiliations.

"It's a complicated thing that I'm certainly not going to share for the world to see, but I've got a clear direction of where to work," said Johnson, whose No. 48 Chevrolet has won five championships at Hendrick. "There are only a couple of channels to really look at on there. And from the inception or start of Stewart-Haas Racing having that relationship with Hendrick, we've been sending information back and forth. It's designed as a two-way street."

It's new territory for NASCAR, which has a race-weekend ban on the computer-aided telemetry used by teams in testing.

"We used to have really strict limitations on being able to see data," Earnhardt said. "Now with this system, we can look at throttle traces. It is simple things, but it still tells you more than you knew. To be able to share that among teammates is great. For years we've salivated over having (data acquisition systems) at the racetrack and being able to get real true, live data from the cars. So, this is a step in that direction.

"It is exciting for the engineers, and the drivers, and everybody who gets to use that information. But what has happened to the sport over the last several years is that we have been boxed-in, and limited on creativity. The rules with the bodies; things like that. There's a lot less opportunity for an advantage created by individuals, and creativity, and talent. So, it all stems down to basically every car is built exactly almost the same. There's really no areas where you can be smarter than the next guy. Well, this data gives us that opportunity to open that box up a little bit."

But the downside of having NASCAR then share all that information with rival teams?

"It takes a lot of the fun out of it," Earnhardt said. "It's kind of like this. If you have got a video game, and everybody knows how to win, how fun is that? Keep the challenge in it without giving away all the answers."

After his victory, Stewart endorsed NASCAR sharing information among teams "as long as it stays in the parameters, there should be that creativity. You don't just give hard work away. I don't think it's right to do that."

Biffle, who won the pole for Sunday's race, still was lobbying Friday for getting a chance to see throttle and braking data.

"As far as letting all the teams have an open notebook on all the engine data that is probably going a little too far," he said. "These guys spend hours and hours, and that is part of competition to get their mousetrap better than everybody else's. When you make all that public, that work is in vain. There needs to be competitiveness within the teams and maybe some of the drivers inputs we could see. I would embrace that idea to see the throttle and brake trace."

"I'm not a fan of sharing data amongst teams," he said. "I think NASCAR should review data to make sure there's nothing going on that they need to know about. But I don't think I ought to be privy to Tony Stewart's restart data. Nor do I think they should be privy to the data that I might be doing something good at. If Tony is doing something really good as a driver, why should I be able to get that? What is he going to get in return? This is competition. This is sports. Something ought to be yours and your intellectual property."

Asked about sharing Stewart's restart data, Darby laughed and suggested that drivers "need to ask Tony that in the (motor home) lot. I don't know if they can record that electronically. That's gearing and the transmission, and Tony anticipating where he was going to start.

"The truth of the matter is there are no secrets. So we're going to give them the information we feel they need to look across the garage and understand, 'If I'm using this much fuel at this RPM, then why isn't this guy?' There's nothing in that data that will tell anybody why one driver is better than the other."

All good: Earnhardt Jr. said he talked with Mark Martin immediately after returning from last week's race, and they hashed out any differences over their late-race contact at Las Vegas. Earnhardt rammed Martin after he felt Martin had pulled into his lane at a much slower rate of speed.

"I was disappointed that we didn't come away with a better finish," said Earnhardt, who finished 10th after leading 70 of the first 73 laps. "I feel pretty good that we got that sorted out. I agree that he should have let me have the top, but it's his prerogative to do what he wants. To run into the back of somebody and put them in the fence for such a … it was a big deal to me at the moment, but overall on the grand scheme of things, it was kind of petty. I put him in the fence for it, and that was kind of foolish of me."

Speed traps: Bristol Motor Speedway added two timing lines on each side of its pit road after many drivers — most notably and vociferously Jeff Gordon— complained that it was too easy to speed in the pits at the track last August.

"There were a handful of (pit) boxes that had humungous advantages over others, and I think that that's going to change that quite a bit," Denny Hamlin said. "I do think it is needed because if you have a pit road speed, it's because that's where they feel safe with those cars driving through pit road. If we're able to cheat it by 10 mph, that's cheating it 30-something percent. That's beyond where they felt initially it was safe, so you need timing lines all over the place so people can't cheat the line."

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